Documents / Official release
This is a Secret History Staff monograph by Gregory W. Pedlow and Donald E. Welzenbach of the Central Intelligence Agency, published in 1992. It gives a history of the CIA's manned overhead reconnaissance program from 1954 to 1974, covering the development and operation of the U-2 and the A-12 OXCART aircraft. It covers overflights of the Soviet Union, the 1960 downing of Francis Gary Powers, and later operations. One section is titled "U-2s, UFOs, and Operation BLUE BOOK."
From the source:Release of 2026-06-12 This CIA History Staff document chronicles the complete history of the U-2 and OXCART (A-12) high-altitude reconnaissance aircraft programs from 1954 to 1974, detailing their development, operations over the Soviet Union and other targets worldwide, the famous downing of Francis Gary Powers in 1960, organizational reforms following that incident, and the eventual transfer of operations from CIA to Air Force control. A more redacted version of this document has been available on CIA's public website.
“Mission Control”27 pages
251 Seu et NOFOAN Chapter 5 There was never another Agency U-2 mission from an aircraft carrier. Although the idea of using a floating airbase to avoid political sensitivity proved feasible, the cost did not. Aircraft carriers are enor mously expensive to operate and require an entire flotilla of vessels to protect and service them. The movement of large numbers of big ships is difficult to conceal and cannot be hastily accomplished, while the deployment of a solitary U-2 to a remote airfield can take place overnight. A New Version of the U-2 By the summer of 1966, the number of flyable Agency U-2s had dwindled to six-two at Detachment H in Taiwan and four at Detachment G in California-with three more at Lockheed undergo ing repair. The Agency had originally ordered 20 U-2s in 1954-55 (the Air Force had purchased another 31 of these planes), and Kelly Johnson's crew at the Skunk Works had managed to assemble four additional craft for the Agency from leftover spare parts and usable sections of crashed aircraft. This brought the total number of U-2s ac quired by the Agency to 24, for an average cost of $812.500 each. At this point, the DCI and the Secretary of Defense on I August 1966 decided to place an order with Lockheed for eight more aircraft to be used in the Agency and Air Force U-2 programs-a completely new version of the aircraft. Kelly Johnson had been working on ways to improve the performance of the U-2 since early I 965 because he was concerned that all the modifications and additions to the aircraft over the years had made it so heavy that it had lost almost half of its range and several thousand feet in cruising altitude.11 The new model, known as the U-2R, had a longer fuselage and a wider wingspan than the original U-2. The U-2R's wings were 103 feet long with 1,000 square feet of lifting surface, in contrast to the U-2C's 80-foot wings with only 600 square feet. The longer fuselage of the U-2R made it possible to provide two pressurized bays with an additional 2.2 cubic meters of equipment space and also achieve a better weight distribu tion. The net result of all these improvements was a much better per forming aircraft. No longer did the U-2 pilot have to worry about keeping the aircraft's speed at altitude within a 6-knot window in the stall/buffet corner of the flight envelope. The envelope was now ex tended to 20 knots, which greatly improved flyability. " Johnson, "Log for Projc::ct X," 2 F.:bruary 1965. June: to Octobc::r 1965. 20 Octobc::r 1965: Johnson, "U-2R Log," January to August 1966. SeoFet
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Official release, from the pursue collection. The PDF is mirrored here; the original link is under it. 406 pages are in the text index: search them above, or from the library's search.